WO2016121162A1

WO2016121162A1 - Clutch torque map computation device

Info

Publication number: WO2016121162A1
Application number: PCT/JP2015/077105
Authority: WO
Inventors: 大輔田丸
Original assignee: アイシン精機株式会社
Priority date: 2015-01-27
Filing date: 2015-09-25
Publication date: 2016-08-04
Also published as: JP2016138584A

Abstract

Provided is a clutch torque map computation device with which it is possible to compute a clutch torque map in which divergence from the relationship between an actual clutch stroke and clutch torque is suppressed. This clutch torque map computation device has: a learning point storage unit that associates a clutch stroke Stc with an estimated clutch torque Tce and stores same as a learning point; a clutch torque function computation unit that computes, on the basis of the learning point, a clutch torque function representing the relationship between the clutch stroke Stc and the clutch torque Tc; and a clutch torque map computation unit that computes a clutch torque map from the clutch torque function. The clutch torque map is divided into a plurality of torque regions depending on the size of the clutch torque Tc. The clutch torque function computation unit computes a plurality of clutch torque functions using a different computation method for each torque region.

Description

Clutch torque map calculation device

The present invention relates to a technique for calculating a clutch torque map that represents the relationship between clutch stroke and clutch torque.

Conventionally, in the cooperative control of a clutch and an engine in a vehicle equipped with a manual transmission, a clutch torque map representing the relationship between the clutch stroke and the clutch torque is used to calculate the clutch torque with respect to the clutch stroke. The relationship between the clutch stroke and the clutch torque in the actual clutch deviates from the relationship between the clutch stroke and the clutch torque in the clutch torque map due to factors such as wear of the friction material of the clutch disk.

Therefore, as shown in Patent Document 1, a clutch control device capable of correcting a clutch torque map representing the relationship between the clutch stroke and the clutch torque has been proposed. The clutch torque map disclosed in Patent Document 1 includes a plurality of map points defined by a predetermined clutch torque (i) set with a predetermined clutch torque difference and a clutch stroke set corresponding thereto. Have. The clutch torque map is formed by linear interpolation between adjacent map points. The predetermined clutch torque (i) is set so as to increase as the value of i increases. In the clutch control device disclosed in Patent Document 1, an estimated clutch torque is calculated from the estimated engine torque and the engine rotation acceleration, and a clutch torque correction ratio is calculated based on the estimated clutch torque and the target clutch torque. Next, as the distance from the learning point, which is the average value of the target clutch torque, to the predetermined clutch torque (i) increases, a smaller reflectance (a value smaller than 1) is calculated. Next, based on the clutch torque correction ratio and the reflection rate, a clutch torque correction coefficient for each predetermined clutch torque (i) is calculated. Next, by multiplying the clutch stroke corresponding to the predetermined clutch torque (i) by the clutch torque correction coefficient, the clutch stroke is corrected and the clutch torque map is corrected.

Japanese Patent No. 4394386

In the clutch control device disclosed in Patent Document 1, as described above, a smaller value of reflectance is calculated as the distance from the learning point to the predetermined clutch torque (i) increases. For this reason, since the reflectance of the predetermined clutch torque (i) far from the learning point is a small value, the clutch torque map is hardly corrected in a region far from the learning point. When the vehicle travels on a congested road, the driver often places the clutch in a half-clutch state with a small clutch stroke, and the target clutch torque tends to be a small value. For this reason, the learning point, which is the average value of the target clutch torque, also tends to be a small value. As a result, the clutch torque map is corrected in a region where the clutch torque is small, while the clutch torque map is hardly corrected in other regions. For this reason, the clutch torque map often deviates from the relationship between the actual clutch stroke and the clutch torque.

The present invention has been made in order to solve the above-described problems, and provides a clutch torque map calculation device capable of calculating a clutch torque map in which the deviation between the actual clutch stroke and the relationship between the clutch torque is suppressed. The purpose is to do.

In order to solve the above-mentioned problem, the invention of the clutch torque map calculation device according to claim 1 is a torque provided between an engine and an input shaft of a transmission and transmitted between the engine and the input shaft. The clutch transmits a clutch that makes a certain clutch torque variable, a clutch stroke detecting unit that detects a stroke of a clutch operating unit for variably operating the clutch torque or a clutch stroke that is a stroke of the clutch, and the clutch. An estimated clutch torque calculating unit that calculates an estimated clutch torque that is an estimated value of the clutch torque, the estimated clutch torque calculated by the estimated clutch torque calculating unit, and the clutch stroke detecting unit when calculating the estimated clutch torque The detected clutch A learning point storage unit that associates and stores a learning point as a learning point, and a clutch torque that represents a relationship between the clutch stroke and the clutch torque based on the plurality of learning points stored by the learning point storage unit A clutch torque function calculation unit that calculates a function, and is used to calculate the clutch torque based on the clutch stroke detected by the clutch stroke detection unit, and represents a relationship between the clutch stroke and the clutch torque. A clutch torque map calculation unit that calculates a clutch torque map based on the clutch torque function calculated by the clutch torque function calculation unit, and the clutch torque map is classified by a plurality of clutch torques. And depending on the magnitude of the clutch torque The clutch torque function calculating unit calculates the clutch torque function by a different calculation method for each torque region, and the clutch torque map calculating unit is configured to calculate the torque by the clutch torque function calculating unit. The clutch torque map is calculated by connecting the plurality of clutch torque functions calculated for each region.

As described above, the clutch torque map is divided into a plurality of torque regions according to the magnitude of the clutch torque. Then, the clutch torque function calculation unit calculates a plurality of clutch torque functions by a different calculation method for each torque region. As a result, the clutch torque function calculation unit calculates the clutch torque function for each torque region by an appropriate calculation method that suppresses a deviation from the relationship between the actual clutch stroke and the clutch torque. Then, the clutch torque map calculation unit calculates a clutch torque map by connecting a plurality of clutch torque functions in which deviation from the relationship between the actual clutch stroke and the clutch torque is suppressed. For this reason, a clutch torque map in which a deviation from the relationship between the actual clutch stroke and the clutch torque is suppressed is calculated.

It is a block diagram which shows the structure of the vehicle carrying the clutch torque map calculating apparatus of this embodiment. It is a figure which shows the clutch torque map showing the relationship between a clutch stroke and a clutch torque. It is the figure which showed the method of calculating the intermediate torque area clutch torque function in the intermediate torque area of a clutch torque map. It is the figure which showed the method of calculating the small torque area | region clutch torque function in the small torque area | region of a clutch torque map. 3 is a flowchart of “clutch torque map calculation processing” executed by a control unit 10 shown in FIG. 1.

(Vehicle description)
A vehicle 100 equipped with a clutch torque map calculation device 1 according to an embodiment of the present invention will be described with reference to FIG. In FIG. 1, thick lines indicate mechanical connections between the devices, and arrows with broken lines indicate control signal lines. As shown in FIG. 1, an engine 2, a clutch 3, a manual transmission 4, and a differential 17 are provided in series in the vehicle 100 in this order. The differential 17 is connected to drive

wheels

18R and 18L of the vehicle 100.

Drive wheels

18R and 18L are front wheels or rear wheels, or front and rear wheels of vehicle 100. The vehicle 100 includes a control unit 10, an accelerator pedal 51, an accelerator stroke sensor 52, a clutch pedal 53, a clutch stroke sensor 54, and a master cylinder 55.

The accelerator pedal 51 is for variably operating the engine torque Te output from the engine 2. The accelerator stroke sensor 52 detects an accelerator stroke Sta that is a stroke of the accelerator pedal 51, and outputs the detection result to the control unit 10.

Engine 2 is a gasoline engine, a diesel engine, or the like that uses hydrocarbon fuel such as gasoline or light oil and outputs engine torque Te. The engine 2 has a crankshaft 2a that is rotationally driven by a piston (not shown). The engine 2 is provided with an intake manifold 21 that communicates with a cylinder (not shown) of the engine 2 and through which air supplied to the cylinder flows. A fuel supply device 22 is provided in the intake manifold 21 and the cylinder head 2 b of the engine 2. The fuel supply device 22 is a device that supplies fuel such as gasoline or light oil.

When the engine 2 is a gasoline engine, the intake manifold 21 is provided with a throttle 23. The throttle 23 adjusts the air amount (air mixture amount) sucked into the cylinder by making the flow passage cross-sectional area of the intake manifold 21 variable. The throttle 23 includes a valve 23a and a throttle actuator 23b. The valve 23a makes the flow passage cross-sectional area of the intake manifold 21 variable, and is, for example, a butterfly valve. The throttle actuator 23b adjusts the opening degree (throttle opening degree Pt) of the valve 23a by driving the valve 23a according to a command from the control unit 10. When the engine 2 is a gasoline engine, the cylinder head 2b is provided with an ignition device 29 for igniting an air-fuel mixture in a cylinder (not shown).

The intake manifold 21 is provided with an air flow meter 26, an intake pressure sensor 27, and an intake temperature sensor 28. The air flow meter 26 detects the flow rate of air (intake air) flowing through the intake manifold 21 per unit time and outputs the detection result to the control unit 10. The intake pressure sensor 27 detects the pressure (intake pressure) of the air (intake) flowing through the intake manifold 21 and outputs the detection result to the control unit 10. The intake air temperature sensor 28 detects the temperature (intake air temperature) of the air (intake air) flowing through the intake manifold 21 and outputs the detection result to the control unit 10.

At a position adjacent to the crankshaft 2a, an engine rotation speed detection sensor 24 that detects the engine rotation speed Ne, which is the rotation speed of the crankshaft 2a, and outputs the detection result to the control unit 10 is provided. The engine 2 is provided with an oil temperature sensor 25 that detects an oil temperature t of engine oil that lubricates the engine 2 and outputs the detection result to the control unit 10.

The compressor 61a of the generator 61 and the air conditioner 62 is rotationally connected to the crankshaft 2a. Generator 61 generates electric power necessary for vehicle 100.

The clutch pedal 53 (clutch operating section) is for making the clutch 3 disengaged or connected, and variably operating a clutch torque Tc described later. The master cylinder 55 generates an operating pressure corresponding to the stroke of the clutch pedal 53. The clutch stroke sensor 54 (clutch stroke detection unit) detects the clutch stroke Stc, which is the stroke of the clutch pedal 53, and outputs the detection result to the control unit 10.

The clutch 3 is provided between the crankshaft 2 a of the engine 2 and the input shaft 41 of the manual transmission 4. The clutch 3 is a manual clutch that connects or disconnects the crankshaft 2 a and the input shaft 41 by the operation of the clutch pedal 53 by the driver. The clutch 3 can vary a clutch torque Tc (shown in FIG. 2) that is a torque transmitted between the crankshaft 2a and the input shaft 41. The clutch 3 includes a flywheel 31, a clutch disk 32, a clutch cover 33, a diaphragm spring 34, a pressure plate 35, a release bearing 37, and a slave cylinder 38.

The flywheel 31 has a disk shape and is connected to the crankshaft 2a. The clutch disk 32 is disposed closer to the manual transmission 4 than the flywheel 31 and faces the flywheel 31. The clutch disk 32 has a disk shape, and friction materials 32a are provided on both surfaces of the outer peripheral portion thereof. The clutch disk 32 is spline-fitted to the tip of the input shaft 41 so as to be movable in the axial direction and not to be relatively rotatable. With such a configuration, the clutch disk 32 contacts the flywheel 31 or is separated from the flywheel 31.

The clutch cover 33 includes a flat cylindrical cylindrical portion 33a and a ring-shaped ring portion 33b extending from the end of the cylindrical portion 33a on the manual transmission 4 side toward the rotation center of the input shaft 41. Yes. The cylindrical portion 33 a is connected to the flywheel 31. For this reason, the clutch cover 33 rotates integrally with the flywheel 31. The pressure plate 35 is provided on the opposite side of the flywheel 31 so as to face the clutch disk 32 and to be movable in the axial direction with respect to the clutch cover 33 and not to be relatively rotatable. The pressure plate 35 has a disk shape with an insertion hole 35a formed at the center. The input shaft 41 is inserted into the insertion hole 35 a of the pressure plate 35.

The diaphragm spring 34 includes a ring-shaped base portion 34a and a plurality of leaf spring portions 34b extending inward from the inner peripheral edge of the base portion 34a. The leaf spring part 34b is inclined so as to gradually move away from the base part 34a toward the inner side. The tip of the leaf spring portion 34 b can be elastically deformed along the axial direction of the input shaft 41. The diaphragm spring 34 is provided between the pressure plate 35 and the ring portion 33 b of the clutch cover 33 with the tip of the leaf spring portion 34 b compressed in the axial direction. The base 34 a of the diaphragm spring 34 is in contact with the pressure plate 35. An intermediate portion of the leaf spring portion 34 b of the diaphragm spring 34 is connected to the inner peripheral edge of the ring portion 33 b of the clutch cover 33. An input shaft 41 is inserted through the center of the diaphragm spring 34.

The release bearing 37 is attached to the housing (not shown) of the clutch 3. An input shaft 41 is inserted through the center of the release bearing 37, and the release bearing 37 is movable in the axial direction with respect to the input shaft 41. The release bearing 37 includes a first member 37a and a second member 37b that face each other and can rotate relative to each other. The first member 37 a is in contact with the tip of the leaf spring portion 34 b of the diaphragm spring 34.

The slave cylinder 38 has a push rod 38a that moves forward and backward by the operating pressure in the slave cylinder 38. The tip of the push rod 38 a is in contact with the second member 37 b of the release bearing 37. The slave cylinder 38 and the master cylinder 55 are connected by an operating pressure pipe 58.

When the clutch pedal 53 is not depressed, no operating pressure is generated in either the master cylinder 55 or the slave cylinder 38. In this state, the clutch disc 32 is urged toward the flywheel 31 by the diaphragm spring 34 via the pressure plate 35 and is pressed against the flywheel 31. Therefore, the crankshaft 2a, the flywheel 31, the clutch disc 32, the clutch cover 33, the pressure plate 35, and the friction force between the friction material 32a and the flywheel 31 and the friction force between the friction material 32a and the pressure plate 35, and The input shaft 41 rotates integrally with the clutch 3 in a connected state.

On the other hand, when the clutch pedal 53 is depressed and an operating pressure is generated in the master cylinder 55, an operating pressure is generated in the slave cylinder 38. Then, the push rod 38a of the slave cylinder 38 presses the release bearing 37 toward the diaphragm spring 34 side. Then, the leaf spring portion 34b is deformed with the connection portion with the inner peripheral edge of the ring portion 33b as a fulcrum, and the urging force of the diaphragm spring 34 is reduced. As a result, the urging force by which the base portion 34a of the diaphragm spring 34 urges the clutch disc 32 toward the flywheel 31 via the pressure plate 35 is reduced, and the clutch torque Tc is reduced. When the clutch pedal 53 is fully depressed (clutch stroke Stc is 0), the clutch torque Tc is 0 and the clutch 3 is disengaged.

Manual transmission 4 is provided between clutch 3 and differential 17. The manual transmission 4 includes an input shaft 41 and an output shaft 42. The input shaft 41 is connected to the clutch disk 32. The input shaft 41 receives the engine torque Te from the engine 2 when the clutch 3 is connected. The output shaft 42 is rotationally connected to the

drive wheels

18R and 18L via the differential 17. In the manual transmission 4, a plurality of gear stages having different gear ratios obtained by dividing the rotational speed of the input shaft 41 (hereinafter abbreviated as input shaft rotational speed Ni) by the rotational speed of the output shaft 42 are selected by a selection mechanism (not shown). It is a stepped transmission that can be switched automatically.

The manual transmission 4 includes a shift operation mechanism 47 that converts the operation force applied to the shift lever 45 by the driver into a force that operates the selection mechanism. The manual transmission 4 has a driven gear (not shown) that is rotationally connected to the input shaft 41 synchronized with the output shaft 42 or a drive gear (not shown) that is rotationally connected to the output shaft 42 during shifting. A well-known synchronizer mechanism (not shown) is provided for synchronization. In the vicinity of the input shaft 41, an input shaft rotational speed detection sensor 43 that detects the input shaft rotational speed Ni and outputs the detection result to the control unit 10 is provided.

The control unit 10 performs overall control of the vehicle 100. The control unit 10 has a storage unit (all not shown) composed of a CPU, RAM, ROM, nonvolatile memory, and the like. The CPU executes a program corresponding to the flowchart described below. The RAM temporarily stores variables necessary for executing the program. The storage unit stores the program and various maps. The storage unit has a learning point storage area 10a (shown in FIG. 1) in which learning points to be described later are stored.

The control unit 10 calculates the required engine torque Ter based on the accelerator stroke Sta detected by the accelerator stroke sensor 52. When the engine 2 is a gasoline engine, the control unit 10 adjusts the fuel supply amount of the fuel supply device 22 so that the engine torque Te output from the engine 2 becomes the required engine torque Ter, and the throttle 23 The ignition device is controlled by adjusting the opening (throttle opening Pt). When the engine 2 is a diesel engine, the control unit 10 adjusts the fuel supply amount of the fuel supply device 22 so that the engine torque Te output from the engine 2 becomes the required engine torque Ter. When the accelerator pedal 51 is not depressed (accelerator stroke Sta = 0), the engine rotational speed Ne is maintained at an idling rotational speed (for example, 700 rpm).

Engine 2, clutch 3, control unit 10, throttle 23, engine rotation speed detection sensor 24, oil temperature sensor 25, air flow meter 26, intake pressure sensor 27, intake air temperature sensor 28, ignition device 29, input shaft rotation speed, as described above. The configuration including the detection sensor 43, the clutch pedal 53, and the clutch stroke sensor 54 is a clutch torque map calculation device 1 that calculates a clutch torque map (shown in FIG. 2).

(Description of clutch torque map)
FIG. 2 is a clutch torque map showing the relationship between the clutch stroke Stc and the clutch torque Tc. By referring to this clutch torque map, the clutch torque Tc is calculated based on the clutch stroke Stc actually detected by the clutch stroke sensor 54. In FIG. 2, the clutch stroke Stc when the clutch pedal 53 is fully depressed is 0, and the clutch stroke Stc when the clutch pedal 53 is not depressed is the maximum clutch stroke Stcmax. As shown in FIG. 2, as the clutch pedal 53 is depressed and the clutch stroke Stc is decreased from the complete engagement point Pe, the clutch torque Tc decreases. When the clutch stroke Stc becomes smaller than the touch point Pto, the clutch torque Tc becomes 0, and the clutch 3 enters the disconnected state.

The touch point Pto is a point where the clutch torque Tc starts to increase from 0 when the clutch stroke Stc increases from a region smaller than the touch point Pto. That is, when the clutch stroke Stc reaches the touch point Pto from a region smaller than the touch point Pto, the clutch disk 32 biased by the diaphragm spring 34 contacts the flywheel 31, and the clutch torque Tc starts increasing from zero. . In a region where the clutch stroke Stc is smaller than the touch point Pto, the clutch torque Tc is zero.

The complete engagement point Pe is a point where the clutch torque Tc reaches the maximum clutch torque Tcmax when the clutch stroke Stc increases from a region smaller than the complete engagement point Pe. The maximum clutch torque Tcmax is the maximum clutch torque Tc that can be generated by the clutch 3. The complete engagement point Pe is located at the boundary on the side where the clutch torque Tc in the large torque region described later is large. The complete engagement point Pe is a design value of the clutch 3 and is set in advance. The stopper point Pst in FIG. 2 is a point representing the relationship between the clutch stroke Stc and the clutch torque Tc in a state where the clutch pedal 53 is completely returned. At the stopper point Pst, the clutch stroke Stc is the maximum clutch stroke Stcmax, and the clutch torque Tc is the maximum clutch torque Tcmax. When the clutch stroke Stc is between the complete engagement point Pe and the stopper point Pst, the clutch torque Tc is the maximum clutch torque Tcmax, and the clutch 3 is completely engaged (connected).

As shown in FIG. 2, the clutch torque map is divided by the first clutch torque Tc1 and the second clutch torque Tc2. The second clutch torque Tc2 is a clutch torque Tc larger than the first clutch torque Tc1. The clutch torque map is divided into a small torque region, an intermediate torque region, and a large torque region in order from the smaller clutch torque Tc to the larger one. The small torque region is a region where the clutch torque Tc is from 0 to the first clutch torque Tc1. The intermediate torque region is a region from the first clutch torque Tc1 to the second clutch torque Tc2. The large torque region is a region from the second clutch torque Tc2 to the maximum clutch torque Tcmax. These areas are set in advance.

Each region of the small torque region, the intermediate torque region, and the large torque region has a small torque region clutch torque function, an intermediate torque region clutch torque function, and a large torque region clutch torque function, respectively. These clutch torque functions are functions representing the relationship between the clutch stroke Stc and the clutch torque Tc. The control unit 10 (clutch torque function calculation unit) is different for each of the small torque region, the intermediate torque region, and the large torque region, and the small torque region clutch torque function, the intermediate torque region clutch torque function, and The large torque region clutch torque function is calculated. Then, the control unit 10 (clutch torque map calculation unit) calculates a clutch torque map by connecting the small torque region clutch torque function, the intermediate torque region clutch torque function, and the large torque region clutch torque function.

(Description of clutch torque map calculation method)
The method for calculating the clutch torque map according to this embodiment will be described below with reference to FIGS.
[Remember learning points]
The control unit 10 (learning point storage unit) stores learning points (black circles shown in FIGS. 3 and 4) that relate the clutch stroke Stc detected by the clutch stroke sensor 54 with the estimated clutch torque Tce as a learning point storage area. Store in 10a. The estimated clutch torque Tce is an estimated value of the clutch torque Tc transmitted by the clutch 3, and is calculated based on detection results other than the clutch stroke Stc by a method described later.

[Calculation of intermediate torque range clutch torque function]
The control unit 10 (clutch torque function calculation unit) performs a clutch stroke by a least square method from all of the learning points (shown in FIG. 3) in the intermediate torque region among the plurality of learning points stored in the learning point storage region 10a. Calculation is performed by approximating a linear function expressing the relationship between Stc and clutch torque Tc. The control unit 10 calculates a linear function that minimizes the sum of the squares of the residuals related to the clutch torque Tc between the learning points in the intermediate torque region and the linear function to be calculated by the least square method. . Then, the control unit 10 (clutch torque function calculation unit) sets the calculated linear function as an intermediate torque region clutch torque function. The control unit 10 (clutch torque function calculating unit) calculates the intermediate torque region torque function in preference to (before) the other torque regions (small torque region, large torque region). That is, the intermediate torque region is a priority torque region in which the clutch torque function is calculated in preference to other torque regions (small torque region, large torque region).

[Calculation of small torque range clutch torque function]
The control unit 10 (clutch torque function calculation unit) includes the clutch stroke Stc and the clutch torque Tc of all learning points in the calculation region (shown in FIG. 4) among the plurality of learning points stored in the learning point storage region 10a. The average learning point Pa is calculated by performing arithmetic mean for each of the above. The calculation area is an area obtained by removing the first learning point discard area and the second learning point discard area (both shown in FIG. 4) from the small torque area. The first learning point discard area is an area in which the clutch torque Tc is larger from 0 by the first specified torque. As will be described later, in the first learning point discard region, when the learning points in this region are used for the calculation of the average learning point Pa, the calculated estimated clutch torque Tce is actually the clutch torque transmitted by the clutch 3. This is a region that greatly deviates from Tc. The first specified torque is a torque for specifying such a first learning point discard region. The second learning point discard area is an area that is smaller by the second specified torque than the first boundary line (shown in FIG. 4) that is the boundary between the small torque area and the intermediate torque area. As will be described later, the second learning point discarding region is a region having a large influence on the calculated small torque region clutch torque function when the learning points in this region are used for calculating the average learning point Pa. The second specified torque is a torque for specifying such a second learning point discard region.

Next, the control unit 10 (clutch torque function calculation unit) is the intersection of the first boundary line (shown in FIG. 4), which is the boundary line between the small torque region and the intermediate torque region, and the intermediate torque region clutch torque function. One constraint point Pc1 is calculated. Next, the control unit 10 (clutch torque function calculation unit) calculates a linear function that passes through the first constraint point Pc1 and the average learning point Pa, and sets this linear function as a small torque region clutch torque function.

[Calculation of large torque range clutch torque function]
The control unit 10 (clutch torque function calculation unit) is a second constraint point that is an intersection of a second boundary line (shown in FIG. 2) that is a boundary line between the intermediate torque region and the large torque region and the intermediate torque region clutch torque function. Pc2 is calculated. Next, the control unit 10 (clutch torque function calculation unit) calculates a linear function that passes through the preset complete engagement point Pe and the second constraint point Pc2, and uses this linear function as a large torque region clutch torque function. And

[effect]
Thus, the effect by calculating several clutch torque functions by a different calculation method for every torque area | region is demonstrated below.
In the intermediate torque region, an intermediate torque region clutch torque function that minimizes the sum of the squares of the residuals related to the clutch torque Tc between the learning points in the intermediate torque region and the linear function to be calculated is obtained by the least square method. Calculated. Therefore, an intermediate torque region clutch torque function that minimizes the deviation from the actual characteristics of the clutch 3 (the relationship between the clutch stroke Stc and the clutch torque Tc, the same applies hereinafter) is calculated.

In the small torque region, the value of the estimated clutch torque Tce is likely to deviate from the clutch torque Tc actually transmitted by the clutch 3 and the reliability of the learning point is low compared to other torque regions. The reason for this will be described below. In the small torque region, the value of the estimated clutch torque Tce is smaller than in the other torque regions. For this reason, in the small torque region, the influence on the estimated clutch torque Tce due to fluctuations in the engine torque Te caused by ON / OFF of the air conditioner 62 and fluctuations in the amount of power generated by the generator 61 is greater than in other torque regions. . Therefore, in the small torque region, compared to the other torque regions, the value of the estimated clutch torque Tce is likely to deviate from the clutch torque Tc actually transmitted by the clutch 3. Therefore, when the small torque region clutch torque function is calculated by the least square method based on the learning points in the small torque region, the calculated small torque region clutch torque function deviates from the actual characteristics of the clutch 3. . Therefore, in the small torque region, as described above, a linear function passing through the first constraint point Pc1 and the average learning point Pa is calculated as the small torque region clutch torque function. The inventor of the present invention has found that the small torque region clutch torque function calculated in this way does not greatly deviate from the actual characteristics of the clutch 3.

The driver often performs an operation of engaging the clutch 3 at a stroke after the clutch 3 is made a half clutch. For this reason, almost no learning points are acquired in the large torque region. In the large torque region, as described above, a linear function passing through the second restraint point Pc2 and the preset complete engagement point Pe is calculated as the large torque region clutch torque function. Thereby, the large torque region clutch torque function is reliably calculated. This prevents the clutch torque map in the large clutch torque region from being updated. As a result, the deviation of the clutch torque map in the large clutch torque region from the actual characteristics of the clutch 3 is prevented.

Thus, the clutch torque function is calculated by a different calculation method for each torque region, that is, by an appropriate calculation method that suppresses the deviation from the relationship between the actual clutch stroke Stc and the clutch torque Tc for each torque region. Is done.

(Clutch torque map calculation process)
The “clutch torque map calculation process” will be described with reference to the flowchart shown in FIG. When the engine 2 is started, the control unit 10 starts the “clutch torque map calculation process” and advances the program to step S11.

In step S <b> 11, the control unit 10 acquires the clutch stroke Stc from the clutch stroke sensor 54.
In step S12, when it is determined that the clutch stroke Stc acquired in step S11 is the maximum clutch stroke Stcmax (shown in FIG. 2) (step S12: YES), the control unit 10 advances the program to step S71. On the other hand, the control unit 10 determines that the clutch stroke Stc acquired in step S11 is not the maximum clutch stroke Stcmax (step S12: NO), and advances the program to step S13.

In step S13, when it is determined that the clutch stroke Stc acquired in step S11 is within the calculation range (shown in FIG. 2) (step S13: YES), the control unit 10 advances the program to step S14. On the other hand, when the control unit 10 determines that the clutch stroke Stc is not within the calculation range (step S13: NO), the program is returned to step S11. The calculation range is a range where the clutch stroke Stc is between the touch point Pto and the complete engagement point Pe, as shown in FIG. As described above, when the clutch stroke Stc is within the calculation range that is larger than the touch point Pto and smaller than the complete engagement point Pe, and the clutch 3 is in the half-clutch state, the program proceeds to step S14.

In step S14, the control unit 10 determines that the engine rotational acceleration Ae obtained by time-differentiating the engine rotational speed Ne based on the detection result from the engine rotational speed detection sensor 24 is a reference acceleration Ar (for example, 100 rpm). If it is determined that it is below (step S14: YES), the program proceeds to step S21. On the other hand, if the control unit 10 determines that the engine rotational acceleration Ae is larger than the reference acceleration Ar (step S14: NO), the control unit 10 returns the program to step S11. Thus, the program proceeds to step S21 only when the engine rotational acceleration Ae is equal to or less than the reference acceleration Ar, the engine rotational speed Ne does not vary greatly, and the engine rotational speed Ne is stable.

In step S <b> 21, the control unit 10 calculates an estimated clutch torque Tce that is an estimated value of the clutch torque Tc transmitted by the clutch 3.
First, the control unit 10 calculates the engine torque Te output from the engine 2 by a method described later.
Next, the control unit 10 calculates the estimated clutch torque Tce based on the following equation (1).
Tce = Te−J × Ae (1)
Tce: Estimated clutch torque Te: Engine torque J: Engine inertia Ae: Engine rotational acceleration The engine inertia J is a moment of inertia of the crankshaft 2a of the engine 2 and a member rotationally connected to the crankshaft 2a. Members that are rotationally connected to the crankshaft 2a include a connecting rod (not shown), a piston, a flywheel 31, a clutch cover 33, and a diaphragm spring 34.

Hereinafter, an example of a calculation method of the engine torque Te will be described. The controller 10 calculates the amount of oxygen per unit time supplied to the engine 2 based on detection results from the air flow meter 26, the intake pressure sensor 27, and the intake air temperature sensor 28. The control unit 10 detects the engine rotational speed Ne detected by the engine rotational speed detection sensor 24, the throttle opening Pt of the throttle 23 (when the engine 2 is a gasoline engine), and the oil of the engine oil detected by the oil temperature sensor 25. Based on the temperature t, the friction torque generated in the engine 2 is calculated. The controller 10 detects the engine rotation speed Ne detected by the engine rotation speed detection sensor 24, the calculated oxygen amount per unit time, the fuel supply per unit time supplied by the fuel supply device 22, and the above calculation. Based on the friction torque generated in the engine 2, the engine torque Te is calculated.

In step S22, when the control unit 10 determines that the estimated clutch torque Tce calculated in step S21 is outside the large torque region, that is, in the small torque region or the intermediate torque region (step S22: YES). Then, the program proceeds to step S31. On the other hand, when it is determined that the estimated clutch torque Tce calculated in step S21 is in the large torque region (step S22: NO), the control unit 10 returns the program to step S11.

In step S31, the control unit 10 (learning point storage unit) stores, in the learning point storage area 10a, a learning point that associates the clutch stroke Stc acquired in step S11 with the estimated clutch torque Tce calculated in step S21. . In consideration of the processing speed of the “clutch torque map calculation process” executed by the control unit 10, step S11 and step S31 can be regarded as the same time point. For this reason, the time of acquisition of the clutch stroke Stc in step S11 and the time of calculation of the estimated clutch torque Tce in step S21 can be regarded as the same time. Therefore, the estimated clutch torque Tce calculated by the control unit 10 and the clutch stroke Stc detected by the clutch stroke sensor 54 when calculating the estimated clutch torque Tce are related and stored as a learning point in the learning point storage area 10a. .

In step S51, the control unit 10 determines that the learning points in the calculation region (shown in FIG. 4) in the small torque region are equal to or greater than the first specified number Nt1, and the learning points in the intermediate torque region are equal to or greater than the second specified number Nt2. If it is determined that there is any (step S51: YES), the program proceeds to step S52. On the other hand, when the control unit 10 determines that the learning point in the small torque region is less than the first specified number Nt1, or the learning point in the intermediate torque region is less than the second specified number Nt2 ( Step S51: NO), the program is returned to Step S11. The first specified number Nt1 and the second specified number Nt2 may be the same number or different numbers.

In step S52, the control unit 10 (clutch torque function calculation unit) calculates the intermediate torque region clutch torque function by the above-described method based on the plurality of learning points in the intermediate torque region stored in the learning point storage region 10a. To do.
In step S53, the control unit 10 (clutch torque function calculation unit) performs the above-described method based on a plurality of learning points in the small torque region calculation region (shown in FIG. 4) stored in the learning point storage region 10a. A small torque region clutch torque function is calculated.
In step S54, the control unit 10 (clutch torque function calculation unit) calculates a large torque region clutch torque function by the method described above.
In step S55, the control unit 10 (clutch torque map calculation unit) connects the calculated intermediate torque region clutch torque function, small torque region clutch torque function calculation, and large torque region clutch torque function to obtain the clutch torque map. Calculate (update).
In step S61, the control unit 10 deletes all the learning points stored in the learning point storage area 10a.

In step S71, if the control unit 10 (clutch slip detection unit) determines that the clutch 3 is slipping (step S71: YES), the program proceeds to step S72. On the other hand, the control part 10 returns a program to step S11, when it is judged that the clutch 3 is not slipping (step S71: NO). The controller 10 determines that the differential rotational speed between the engine rotational speed Ne detected by the engine rotational speed detection sensor 24 and the input shaft rotational speed Ni detected by the input shaft rotational speed detection sensor 43 is a specified differential rotational speed (for example, 100 r. pm) or more, it is determined that the clutch 3 is slipping.

In step S72, the control unit 10 calculates the estimated clutch torque Tce at the time when the engine torque Te decreases and the slip of the clutch 3 is eliminated by the same method as in step S21.
In step S73, the control unit 10 reduces the maximum clutch torque Tcmax to the estimated clutch torque Tce calculated in step S72. Then, the control unit 10 reduces the clutch torque Tc at the complete engagement point Pe to the estimated clutch torque Tce calculated in step S72.

In step S74, the control unit 10 calculates a linear function that passes through the complete engagement point Pe where the clutch torque Tc is reduced and the second restraint point Pc2 in step S73, and uses the linear function as a large torque region clutch torque function. And
In step S75, the large torque region clutch torque function in the clutch torque map is replaced with the large torque region clutch torque function calculated in step S74, and the clutch torque map is calculated (updated).

The clutch torque map shown in FIG. 2 calculated by the above method is used for cooperative control of the clutch 3 and the engine 2 when the vehicle 100 is started or when the manual transmission 4 is shifted, for example. That is, referring to the clutch torque map, the clutch torque Tc corresponding to the clutch stroke Stc is calculated, and the engine 2 is controlled based on the clutch torque Tc.

(Effect of this embodiment)
As is apparent from the above description, the clutch torque map is divided into a plurality of torque regions according to the magnitude of the clutch torque Tc (shown in FIG. 2). And the control part 10 (clutch torque function calculating part) calculates a several clutch torque function by the calculation method different for every torque area | region. Thereby, the control unit 10 (clutch torque function calculation unit) calculates the clutch torque function by an appropriate calculation method that suppresses the deviation from the relationship between the actual clutch stroke Stc and the clutch torque Tc for each torque region. Calculate. Then, the control unit 10 (clutch torque map calculation unit) calculates a clutch torque map by connecting a plurality of clutch torque functions in which deviation from the relationship between the actual clutch stroke Stc and the clutch torque Tc is suppressed. For this reason, a clutch torque map in which a deviation from the relationship between the actual clutch stroke Stc and the clutch torque Tc is suppressed is calculated.

The intermediate torque region shown in FIG. 2 is a priority torque region in which the clutch torque function is calculated in preference to other torque regions (small torque region, large torque region). The control unit 10 (clutch torque function calculation unit) first calculates an intermediate torque region clutch torque function that is a clutch torque function in the intermediate torque region that is the priority torque region. And the control part 10 (clutch torque function calculating part) is the 1st boundary line (FIG. 2) which is a boundary line of an intermediate torque area | region (priority torque area | region) and a small torque area | region (torque area | region other than an intermediate | middle torque area | region). Is calculated as a first restraint point Pc1 (shown in FIG. 2). And the control part 10 (clutch torque function calculating part) calculates a small torque area | region clutch torque function so that the 1st restraint point Pc1 may be passed. Further, the control unit 10 (clutch torque function calculation unit) is a second boundary line (shown in FIG. 2) that is a boundary line between the intermediate torque region (priority torque region) and the large torque region (torque region other than the intermediate torque region). And the intermediate torque region clutch torque function are calculated as a second restraint point Pc2 (shown in FIG. 2). And the control part 10 (clutch torque function calculating part) calculates a large torque area | region clutch torque function so that 2nd restraint point Pc2 may be passed. In this way, the small torque region clutch torque function and the large torque region clutch torque function are calculated so as to pass through the first restraint point Pc1 and the second restraint point Pc2 which are end points of the intermediate torque region clutch torque function. For this reason, the small torque region clutch torque function and the intermediate torque region clutch torque function are prevented from becoming discontinuous. Further, the intermediate torque region clutch torque function and the large torque region clutch torque function are prevented from becoming discontinuous. As a result, a continuous clutch torque map is calculated.

As described above, since the estimated clutch torque Tce is smaller in the small torque region than in the other torque regions, the air conditioner 62 is turned ON / OFF and the power generation by the generator 61 is compared with the other torque regions. The influence on the estimated clutch torque Tce due to the fluctuation of the engine torque Te caused by the fluctuation of the amount is large, and the reliability of the learning point is low. On the other hand, the value of the estimated clutch torque Tce is larger in the intermediate torque region than in the small torque region. For this reason, in the intermediate torque region, the influence on the estimated clutch torque Tce due to the fluctuation of the engine torque Te due to the ON / OFF of the air conditioner 62 and the fluctuation of the power generation amount by the generator 61 is smaller than in the small torque area. Therefore, in the intermediate torque region, compared to the small torque region, the value of the estimated clutch torque Tce is less likely to deviate from the clutch torque Tc actually transmitted by the clutch 3, and the reliability of the learning point is high. As described above, almost no learning points are acquired in the large torque region. For these reasons, the intermediate torque region is a priority torque region in which the clutch torque function is calculated in preference to other regions.

As described above, the intermediate torque region clutch torque function is calculated based on the learning points in the intermediate torque region, which is more reliable than the small torque region. Therefore, an intermediate torque region clutch torque function in which a deviation from the actual characteristics of the clutch 3 is suppressed is calculated. As a result, the deviation from the actual clutch 3 characteristics of the first restraint point Pc1 and the second restraint point Pc2, which are the end points of the intermediate torque region clutch torque function, is suppressed. Therefore, a small torque region clutch torque function and a large torque region clutch torque function in which a deviation from the actual characteristics of the clutch 3 is suppressed are calculated. Therefore, a clutch torque map in which deviation from the actual characteristics of the clutch 3 is suppressed is calculated.

Further, the intermediate torque region clutch torque function is calculated based on the learning points in the intermediate torque region where the acquisition frequency is higher than that in the large torque region. Therefore, the intermediate torque region clutch torque function is reliably calculated, and the small torque region clutch torque function and the large torque region clutch torque function are also reliably calculated. As a result, the clutch torque map is also reliably calculated. Therefore, the clutch torque map is not calculated and the clutch torque map generated due to the fact that the clutch torque map is not updated is prevented from being deviated from the actual clutch 3 characteristics.

The control unit 10 (clutch torque function calculation unit) calculates an intermediate torque region clutch torque function that is a clutch torque function in the intermediate torque region by a least square method based on a plurality of learning points in the intermediate torque region. Thus, an intermediate torque region clutch torque function is calculated such that the total value of the squares of the residuals regarding the clutch torque Tc between the learning points in the intermediate torque region and the linear function to be calculated is minimized. Therefore, an intermediate torque region clutch torque function that minimizes the deviation from the actual characteristics of the clutch 3 is calculated. Therefore, the deviation from the actual clutch 3 characteristics of the first restraint point Pc1 and the second restraint point Pc2, which are the end points of the intermediate torque region clutch torque function, is minimized. As a result, the deviation of the low torque region clutch torque function and the large torque region clutch torque function from the actual clutch 3 characteristics is also suppressed. As a result, the deviation of the clutch torque map from the actual characteristics of the clutch 3 is suppressed.

As described above, in the small torque region, the value of the estimated clutch torque Tce is likely to deviate from the clutch torque Tc actually transmitted by the clutch 3 as compared with other torque regions. Therefore, when the small torque region clutch torque function is calculated by the least square method based on the learning points in the small torque region, the calculated small torque region clutch torque function deviates from the actual characteristics of the clutch 3. . The inventor of the present invention has found that when the small torque region clutch torque function is calculated by the following calculation method, the calculated small torque region clutch torque function does not greatly deviate from the actual characteristics of the clutch 3. That is, as described above, the control unit 10 (clutch torque function calculation unit) calculates the average learning point Pa (shown in FIG. 4) by arithmetically averaging a plurality of learning points in the small torque region. Then, the control unit 10 (clutch torque function calculation unit) is a first restraint point Pc1 (the intersection of the first boundary line that is a boundary line between the small torque region and the intermediate torque region and the intermediate torque region clutch torque function). 4) is calculated. As shown in FIG. 4, the control unit 10 (clutch torque function calculation unit) uses a function passing through the first constraint point Pc1 and the average learning point Pa as a small torque region clutch that is a clutch torque function in the small torque region. Calculated as a torque function. As a result, a small torque region clutch torque function that does not greatly deviate from the actual characteristics of the clutch 3 is calculated.

In the region where the clutch torque Tc is near 0 in the small torque region, as described above, the influence on the estimated clutch torque Tce due to the fluctuation of the engine torque Te caused by the ON / OFF of the air conditioner 62 and the fluctuation of the power generation amount by the generator 61. Is big. As a result, in the region where the clutch torque Tc is near 0 in the small torque region, the calculated estimated clutch torque Tce is likely to deviate from the clutch torque Tc actually transmitted by the clutch 3. Therefore, the control unit 10 (clutch torque function calculation unit) excludes the first learning point discard region (shown in FIG. 4) in which the clutch torque is from 0 to the first specified torque (shown in FIG. 4) in the small torque region. An average learning point Pa (shown in FIG. 4) is calculated by arithmetically averaging a plurality of learning points in the region. As a result, learning points where the value of the estimated clutch torque Tce is likely to deviate from the clutch torque Tc actually transmitted by the clutch 3 are excluded, and the average learning point Pa is calculated. For this reason, the deviation of the small torque region clutch torque function from the actual characteristics of the clutch 3 is suppressed. As a result, the deviation of the clutch torque map from the actual clutch 3 characteristics is further suppressed in the small torque region.

When learning points in a region close to the first constraint point Pc1 (shown in FIG. 4) in the small torque region are used and the above-described average learning point Pa is calculated, these learning points are constraint points of the small torque region function. Since it is close to a certain first restraint point Pc1, the influence on the small torque region clutch torque function is large. For this reason, the small torque region clutch torque function deviates from the actual characteristics of the clutch 3. Therefore, the control unit 10 (clutch torque function calculation unit) has a plurality of regions in the small torque region excluding the second learning point discard region (shown in FIG. 4) that is a region where the second specified torque is smaller from the first boundary line. An average learning point Pa is calculated by arithmetically averaging the learning points. As a result, learning points that are close to the first constraint point Pc1 and have a large influence on the small torque region clutch torque function are excluded, and the average learning point Pa is calculated. For this reason, the deviation of the small torque region clutch torque function from the actual characteristics of the clutch 3 is suppressed. As a result, the deviation of the clutch torque map from the actual clutch 3 characteristics is further suppressed in the small torque region.

As described above, almost no learning points are acquired in the large torque region. Therefore, the control unit 10 (clutch torque function calculation unit) is the intersection of the second boundary line (shown in FIG. 2), which is the boundary line between the intermediate torque region and the large torque region, and the intermediate torque region clutch torque function. Two constraint points Pc2 (shown in FIG. 2) are calculated. Then, the control unit 10 (clutch torque function calculation unit) calculates a linear function passing through the second restraint point Pc2 and the preset complete engagement point Pe as a large torque region clutch torque function. Thereby, the large torque region clutch torque function is reliably calculated. This prevents the clutch torque map in the large clutch torque region from being updated. As a result, the deviation of the clutch torque map in the large clutch torque region from the actual characteristics of the clutch 3 is prevented.

When the control unit 10 (clutch slip detection unit) detects slipping of the clutch 3 (YES in step S71), the control unit 10 (clutch torque function calculation unit) determines the clutch torque Tc at the complete engagement point Pe. Is reduced (step S73). Then, the control unit 10 (clutch torque function calculation unit) calculates a large torque region clutch torque function based on the complete engagement point Pe at which the clutch torque Tc is reduced (step S74). As a result, when the maximum clutch torque Tcmax decreases due to wear of the friction material 32a of the clutch disk 32 and clutch slip occurs in the clutch 3, the clutch torque Tc at the complete engagement point Pe is decreased. Then, based on the complete engagement point Pe at which the clutch torque Tc is reduced, a large torque region clutch torque function is calculated, and a clutch torque map is calculated. For this reason, the deviation of the clutch torque map from the actual characteristics of the clutch 3 in the large torque region is suppressed.

If the learning torque of one of the small torque region and the intermediate torque region is gathered more than a certain number, the following problem arises if the clutch torque function is calculated only for the torque region where more than a certain number of learning points are gathered. In this case, the clutch torque function calculated by the new learning point and the clutch torque function calculated by the old learning point are connected to calculate the clutch torque map. Then, the clutch torque function calculated with the new learning point and the clutch torque function calculated with the old learning point become discontinuous, and the clutch torque map becomes discontinuous. If the clutch stroke Stc changes across the discontinuous portion of the clutch torque map, the value of the clutch torque Tc calculated by referring to the clutch torque map changes abruptly. Therefore, the control unit 10 (clutch torque function calculating unit) determines that the learning point in the small torque region is equal to or greater than the first specified number Nt1, and the learning point in the intermediate torque region is equal to or greater than the second specified number Nt2. As long as it is determined (YES in step S51 of FIG. 5), an intermediate torque region clutch torque function is calculated (step S52), and a small torque region clutch torque function is calculated (step S53). Thereby, only one of the intermediate torque region clutch torque function and the small torque region clutch torque function is calculated, and the clutch torque map is prevented from being calculated. For this reason, discontinuity between the intermediate torque region clutch torque function and the low torque region clutch torque function is prevented. As a result, when the clutch stroke Stc changes between the low torque region clutch torque function and the intermediate torque region clutch torque function, the value of the clutch torque Tc is prevented from changing suddenly.

(Another embodiment)
In the embodiment described above, the clutch stroke sensor 54 detects the stroke of the clutch pedal 53 as the clutch stroke Stc. However, the clutch stroke sensor 54 may be a sensor that detects the stroke of the clutch 3 as the clutch stroke Stc. In the case of this embodiment, the clutch stroke sensor 54 detects the stroke of any one of the clutch disk 32, the pressure plate 35, the release bearing 37, and the slave cylinder 38.

In the embodiment described above, the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via the master cylinder 55, the operating pressure pipe 58 and the slave cylinder 38. However, the operation force of the clutch pedal 53 may be transmitted to the release bearing 37 via a mechanical element such as a wire, a rod, or a gear instead of the above-described configuration including the operating pressure pipe. .

In the embodiment described above, the clutch operation unit for variably operating the clutch torque Tc is the clutch pedal 53. However, the clutch operation unit may be an actuator, and the clutch stroke sensor 54 (clutch stroke detection unit) may be a sensor that detects the stroke of the actuator. In this embodiment, instead of the manual transmission 4, an automated manual transmission (AMT) or a dual clutch transmission (DCT) is mounted on the vehicle 100.

In the embodiment described above, the clutch operating member that transmits the operating force of the driver to the clutch 3 is the clutch pedal 53. However, the clutch operating member is not limited to the clutch pedal 53, and may be a clutch lever, for example. Similarly, instead of the accelerator pedal 51 for adjusting the accelerator stroke Sta, for example, an accelerator grip for adjusting the accelerator stroke Sta may be used. Needless to say, the technical idea of the present invention can be applied even if the clutch torque map computing device 1 of the present embodiment is applied to a motorcycle or other vehicles.

DESCRIPTION OF SYMBOLS 1 ... Clutch torque map calculating apparatus, 2 ... Engine, 3 ... Clutch, 4 ... Manual transmission (transmission), 10 ... Control part (estimated clutch torque calculating part, learning point memory | storage part, clutch torque function calculating part, clutch torque map calculation Part, clutch slip detection part), 10a ... learning point storage area, 41 ... input shaft, 53 ... clutch pedal (clutch operation part), 54 ... clutch stroke sensor (clutch stroke detection part)

Claims

A clutch that is provided between an engine and an input shaft of the transmission, and that can change a clutch torque that is a torque transmitted between the engine and the input shaft;
A clutch stroke detecting unit for detecting a clutch stroke which is a stroke of the clutch operating unit for variably operating the clutch torque or a stroke of the clutch;
An estimated clutch torque calculator that calculates an estimated clutch torque that is an estimated value of the clutch torque transmitted by the clutch;
A learning point storage unit that stores the estimated clutch torque calculated by the estimated clutch torque calculation unit and the clutch stroke detected by the clutch stroke detection unit during calculation of the estimated clutch torque as a learning point ,
A clutch torque function calculation unit that calculates a clutch torque function that represents the relationship between the clutch stroke and the clutch torque based on the plurality of learning points stored by the learning point storage unit;
A clutch torque map used to calculate the clutch torque based on the clutch stroke detected by the clutch stroke detection unit and representing a relationship between the clutch stroke and the clutch torque is represented by the clutch torque function calculation unit. A clutch torque map calculation unit that calculates based on the clutch torque function calculated by
The clutch torque map is divided into a plurality of clutch torques, and is divided into a plurality of torque regions according to the magnitude of the clutch torque.
The clutch torque function calculation unit calculates the clutch torque function by a different calculation method for each torque region,
The clutch torque map calculation unit is a clutch torque map calculation device that calculates the clutch torque map by connecting the plurality of clutch torque functions calculated for each of the torque regions by the clutch torque function calculation unit.
The plurality of torque regions include a priority torque region in which the clutch torque function is calculated in preference to the other torque regions by the clutch torque function calculation unit,
The clutch torque function calculator is
After calculating the clutch torque function in the priority torque region, a constraint point that is an intersection of the boundary line between the priority torque region and the torque region other than the priority torque region and the clutch torque function in the priority torque region is determined. Operate,
The clutch torque map calculation device according to claim 1, wherein the clutch torque function is calculated so as to pass through the constraint point in the torque region other than the priority torque region.
The plurality of torque regions are:
A first clutch torque and a second clutch torque greater than the first clutch torque,
In order from the smaller clutch torque to the larger one, in the small torque region where the clutch torque is from 0 to the first clutch torque, and in the region from the first clutch torque to the second clutch torque. Divided into a certain intermediate torque region and a large torque region which is a region from the second clutch torque to the maximum clutch torque at which the clutch torque is maximized,
The clutch torque map calculation device according to claim 2, wherein the priority torque region is the intermediate torque region.
The clutch torque function calculation unit calculates an intermediate torque region clutch torque function that is the clutch torque function in the intermediate torque region by a least square method based on the plurality of learning points in the intermediate torque region. 4. A clutch torque map calculation device according to 3.
The clutch torque function calculator is
By arithmetically averaging the plurality of learning points in the small torque region, an average learning point is calculated,
Calculating a first constraint point that is an intersection of a first boundary line that is a boundary line between the small torque region and the intermediate torque region and the clutch torque function in the intermediate torque region;
The clutch torque map according to claim 3 or 4, wherein a linear function that passes through the average learning point and the first constraint point is calculated as a small torque region clutch torque function that is the clutch torque function in the small torque region. Arithmetic unit.
The clutch torque function calculation unit arithmetically averages a plurality of learning points in a region excluding a first learning point discarding region in which the clutch torque is a region where the first specified torque is large from 0 in the small torque region. The clutch torque map calculation apparatus according to claim 5, wherein the average learning point is calculated.
The clutch torque function calculation unit arithmetically averages a plurality of learning points in a region excluding a second learning point discard region that is a region where the second specified torque is smaller from the first boundary line in the small torque region. The clutch torque map calculation apparatus according to claim 5, wherein the average learning point is calculated.
At the boundary of the large torque region on the side where the clutch torque is large, the clutch torque is maximized and a complete engagement point at which the clutch is completely engaged is set.
The clutch torque function calculator is
Calculating a second constraint point that is an intersection of a second boundary line that is a boundary line between the intermediate torque region and the large torque region and the clutch torque function in the intermediate torque region;
The function passing through the complete engagement point and the second restraint point is calculated as a large torque region clutch torque function that is the clutch torque function in the large torque region. Clutch torque map calculation device.
A clutch slip detection unit for detecting slipping of the clutch when the clutch stroke is maximum and the clutch is completely engaged;
When the clutch slip detection unit detects slippage of the clutch, the clutch torque function calculation unit calculates the large torque region clutch torque function after reducing the clutch torque at the complete engagement point. The clutch torque map calculation device according to claim 8.
The clutch torque function calculation unit is configured to reduce the small torque only when the learning point in the small torque region is equal to or greater than the first specified number and the learning point in the intermediate torque region is equal to or greater than the second specified number. The clutch torque map calculation device according to any one of claims 3 to 9, wherein the clutch torque function in a torque region and the clutch torque function in the intermediate torque region are calculated.